Engine starting mechanism



My 2, 1939. R. M NARDNE 2,156,602

ENGINE STARTING MECHANISM 2V 0 A6 6 5 l 2 R. M. NARDONE ENGINE STARTINGMEGHANISM May 2, 1939.

Fle'd April 22, 19735 2 Sheets-Sheet 2 mvENToR. Romeo M. /V fdo/7ePatented May 2, 1939 UNITED STATES a v2,156,602 ENGINE STARTINGMEcnANisM Romeo M. Nardone, East Orange, N. J., assignor to EclipseAviation Corporation, East Orange, N. J., a corporation of New Jersey lApplication April 22, 1935, Serial No. 17,710

' (ci. 19a-54) 2 Claims.

The present invention relates to starting apparatus. for internalcombustion engines, and more particularly to engine starters of theinertia type embodying an inertia 'member adapted for high speedrotation.l

One of the objects of the invention is tor provide in an engine startingmechanism of the inertia type, novel means whereby the acceleration ofthe inertia member and the imparting of the energy stored in said memberto a mem ber-of the engine to be started may, be con- I 2 Afurther'object is lto provide an vignition curcontrolling the same.

A still further object-is to provide novel means for controlling thetorque transmitting capacity of ,the elements which connect the drivingand driven parts of the starter.

The above and other objects and advantages will appear more fullyhereinafter from a consideration of the detailed descriptionwhichiollows with reference to the accompanying drawings, wherein isillustrated one embodiment of the invention. It is to be expresslyunderstood, however, that the drawings are for .the purpose ofillustration only, and are'not to be con- 4 Strued as a definition ofthe limits of the invention, reference being had for this purpose to theappended claims.

In the drawings, wherein like reference characters refer to like partsthroughout the several views,

Fig. 1 is a view in elevation, with parts broken away and parts insection, of starting mechanism embodying the present invention;

Fig. 2 is a sectional view of the friction clutch shown in Fig. 1, buton a larger scale, and with the clutch shown in a different position; E

Fig. 3 indicates an alternative arrangement for the magneto of Fig. 1;and

Fig. i is an alternative arrangement for the control linkage.

rent supply device embodying novel means for Referring to Figs. 1 and 2,the starter mechy anism comprises a housing including a flanged innerportion 4 adapted to be attached to the engine casing 5. Similarlyattached to the outer face of flanged member 4 is a houslngmember 5 6,having an annular face 1 which constitute the means for attaching in anydesired angular position, a handcrank housing 8, in parallelism with amotor housing 9. E

Rotatably mounted in the handcrank housing 10 8 is a shaft I0 whichcarries on the end thereof E that projects outwardly from said housing asleeve adapted to be engaged by the usual handcrank (not shown).

Fixedly secured to the inner end of shaft I0 15 is a bevel gear I3 whichmeshes with a bevel gear I4 that is preferably splined to the hubextension I5 of a spurgear I6, the gears I4 and I6 being held againstmovement with respect to the housing member 6 by engagement with 20oppositely facing annular surfaces of the doubly counter-bored boss I1of the housing member 6. A retaining nut I8, threaded onto'extension I5,holds gears I4 and I6 against bearings I8 and 2|, respectively, locatedin the counter- 25 bored portions ofl the boss I1. A pinion 22 andhollow shaft 23 connect gear I6 with a barrel 24 which is rotatablymounted, as by means of ball bearings 26 and 21, in the flanged' housingmember V4. The closed end of barrel 24 is pro- 30 vided with a flange 28from which extend three tubular sleeves 29 one of which is shown insection in Fig. l. Each of these sleeves whichare spaced at intervals of120 'around the inner face of flange 28 is pressed into a counter-borein 35 said flange, and is secured to a retaining ring 3l. Screws 32 passthrough the sleeves and are threaded into flange 28. Ball bearings 33are mounted on these sleeves and rotatably support three planetary gears34, one of which is shown in section, and one in elevation.

Rigidly secured to the face` of the flanged housing member 4 is a doubleannular gear 35` which surrounds and meshes with the-twin sets ofplanetary gears 34. Each of the latters gears is in mesh with a sun gear38 both of which are rotatably mounted on the hollow shaft 23, and oneof said sun gears is formed integrally with `a iiange fastened to a spurgear 39 which is like- Wise rotatably mounted about the shaft 23,concentric therewith.

vided with a hub 43 concentric with the longi- 55 tudinal axis of shaft42 and positioned in said hub are ball bearings 44 which rotatablysupport the hub of a flywheel 46 adapted to be drivably connected withthe shaft 42.

A booster magneto having a rotor 43 -is mounted in the housing 49connecting through an intermediate gear housing 5| with the housingportion 6 of the starter and novel means are provided for drivingsaidmagneto and rotor 48 from the flywheel 48.

This drive `includesclutch elements 53 and 54, a sleeve 55 integral withclutch element 54, a second sleeve 51 concentric therewithandterminating in a splined portion 58, and a bevel gear 58 splined to thesplined portion 58 of sleeve 51, and meshing with bevel gear I3.

l A spring 6| normally holds clutch elements 53 and 54 disengaged, butlyields when engaging pressure is applied through a yoke 62 held fast toa sleeve 63 slidable through housing 5| to a limited extent by means tobe described'.

The energy of therctating ilywheel 46 'is imparted to the usual starterjaw or drivingl mem- Aber adapted vto mesh with, bt normally out' ofengagement with, a similar jaw formed on the end portion 41 of thecrankshaft of the engine to be started, or an extension thereof. A

' yieldable clutch is interposed between the starter jaw 40 and barrel24, which latter, during the starting operation, is driven by theflywheel through the train of gearing described above.

In the'form shown, the clutch mechanism comprises a plurality of plates|39 in interleaving and frictionalengagemen-t one with the other.

One half of said plates are splined to the inner surface of thesurrounding barrel 24, closely adjacent the closed end of the latter.Alternating with the discs that are splined to the barrel, are theremaining half of the discs which have splined' engagement at theirinner peripheries with the outer surface of a nut |38. A rimmed annularplate |4| operatively engages the outer disc of plates |39. An annularspacer |42 bears against plate |4| and. transmits to the latter thepressure of a plurality of coil springs |43 which have operativeengagement at their outer ends with a clutch adjusting nut |54 threadedinto the outer end of barrel 24. Preferably springs |43 are maintainedin spaced relation by means of suitable posts |55 which project inwardlyfrom a disc |53, contacting with the inner face of said nut I 54.Threaded within nut |38 and adapted for rotary movement therewith andlongitudinal movement relative thereto, is a shaft |56 provided withsplines at its outer end to receive the interiorly splined tubularportion y 35 of starter jaw 40.

It is a known fact that the torque transmitvting capacity of thefriction disc clutch in starters of this character is subject tovariation due -to change in temperature, change in amount '.of lubricantbetween discs, and also depends on the smoothness or roughness of discsurfaces. The present device tends to correct for these variables andretain a given clutch capacity substantially constant, in that the valueof the clutch torque is made to depend not only on the force exerted onthe pack by springs |43, but also on the angle of the screw thread onshaft |56 and nut |38. When torque is applied tobarrel 24, this torqueis transmitted to nut |38 through discs |39 and forces screw shaft |56to the left until the shoulder |45 contacts split -Washer |46. This sametorque between |56 and |38 tends to separate the two members, urginglatter is Iprovided with a recess nut |38 to the right against washer|40 backed up by barrel 24 and tending to force spacer |42 to the leftthrough washer |43 against the force of the clutch springs. Theresultant spring force o'n the pack |33 gives the required clutchcapacity.

Under certain given conditions, the above resultant spring force on theclutch will give a definite torque capacity. If, say, the discs aredryfthe same force will tend to increase the torque capacity. When sucha tendency to increase occurs, the jacking action between the screw andnut increases, thus relieving the pack of more of the spring force, andthus offsetting the tendency. The opposite also holds true. If torquecapacity tends to4 decrease, screw action diminishes, thus offsettingthe latter tendency. In other words, any tendency toward departure fromthe originally established capacity is promptly counteracted.

The usual meshingrod |51 slidably extends lthrough shaft |56, and jaw40, said rod being provided intermediate its ends with a shoulder whichnormally engages the inner end of shaft |56. Surrounding the end of rod|51 is a spring |58 which bears at one end against the inner face ofstarter jaw 40 and at its opposite end against the threaded shaft |56.Preferably the into which a portion of spring |58 extends. .The starterjaw is maintained on meshing rod |51 by means of a nut |59 threaded ontothe outer end of said rod. To the opposite end of meshing rod |51 thereis pivotally connected a lever arm |60 which is preferably constructedin two parts movable in relation one to the other and correspondingrespectively' to the parts indicated by reference characters |22 and 4in the drawings of the Lansing Patent No. 1,952,263, granted March 27,1934, one of said parts being keyed to a rock shaft |6| corresponding torock shaft ||6 of said Patent No. 1,952,263. One end of shaft 6|projects exteriorly of housing 6 and carries a bell crank |62. A coilspring |63 surrounds rod |6|, Within the housing 6, and one end of saidspring is connected to lever arm |60 while the opposite end (not shown)is anchored in a boss of the housing, the spring being so disposed as toact through rod |51 and nut |59 to maintain starter jaw 40 out of meshwith the engine jaw 45.

It is intended to control both the energization of motor 9 and theengagement of clutch elements 54 and 53 from a single point, and to thisend the sleeve 63 receives a rod or link 20| pivoted at one end to bellcrank |62 and at the other end to one arm of bell crank 203, and alsohaving a. flange 204 normally engaging one end of sleeve 63. A secondlink 206 is connected at one end to the second arm of bell crank 203 andpasses into the housing 201 containing the normally open switch whichcontrols flow of current to motor 9.

The operation is as follows: The cockpit-controlled rod 200 is actuatedto swing bell crank |62 and rock shaft in a direction to pull link 20|to the left, vas viewed in Fig. 1. This action has no effect upon clutchrod |51 for the reason that only one of the elements of the twopartlever |60 is keyed to the shaft |6|, the mounting of the parts beingsuch as to permit this relative movement in one direction as in PatentNo. 1,952,263 above referred to. Likewise, this 'first movement of rod20| has no Yeifect on clutch yoke 62, but it does affect the switchactuating parts 203 and 206; in fact, it pulls link 206 downwardsufficiently to close the circuit to motor 9 through the switch 201,whereby flywheel 46 is caused to turn with motor shaft due to theconnecting one-way clutch |2. The links 200, 20|. and 206 are retainedin the switch closing position. just described, until such time as theflywheel 46 has acquired the necessary speed, whereupon the movement isreversed, causing three results substantially simultaneously: rst, thereopening of switch 201 (deenergizing motor 9i secondly, closure ofclutch 53, 54; and thirdly closure of clutch 40. 45, the former byaction of flange 204 on sleeve 63, and the latter by action of shifterfork |60 on rod |51.

When the engine starts (i. e., engine mem.

ber 45 overruns member 40) springs |6| and 6l become effective to returnrods |51 and 20| to the normal positions shown in Fig. 1, the clutchelements 40 and 53 being disengaged by the same action. Switch 201remains unaffected by this latter movement of rod 20|, due to thelostmotion clearance indicated at 2|0.

There is thus provided novel starting apparatus and control meanstherefor. whereby the acceleration of the inertia member or flywheel,the transfer of the energy stored in said flywheel to the engine to bestarted, and the supply of ignition current to said engine may becontrolled in proper sequence from a single point.

The apparatus is simple in construction and arrangement of parts, vwhichare relatively few, and requires only a single mechanical control.adapted to be` mounted within ready access of the operator.

While only one embodiment of the invention has been described andillustrated, various changes in construction, arrangement andsubstitution of parts may be made without departing from the scope ofthe invention.

For example, if the motor drive is not needed in certain installations,the magneto may be transferred to a position of alignment with iiywheel46. as shown in Fig. 3, and driven through the speed reducing gears224,` 226, 221 and 228,l

and the shafts 229 and 230 connected to the gears 224, and 228respectively. The drive as shown also includes cone clutch elements 232and 233 normally held apart by a spring 234 and engageable by actuationof yoke 236, shifter rail 231 and actuator 238, the latter on a rockshaft 239 movable by linkage in the manner heretofore indicated indescribing Fig. l. In place of the linkage shown in Fig. 1, thatillustrated in Fig. 4, may be employed and is in fact preferred. In thispreferred construction the rod 20|' is directly in line with the meshingrod |51 and connects therewith through one end, through a lostmotionconnection 2|I, and the outer end of the rod passes through the switchhousing 201 containing the switch mechanism corresponding to that withinthe housing 201 of Fig. 1 and including a pair of stationary currentconducting terminals 2|2 and 2|3 controlling the fiow of current to themotor 9, the circuit being nor-- mally open at this point due to theaction of compression spring 2|5 in holding the movable switchplate 2|4in the open circuit position. Also mounted on rod 20|'y is a sleeve 63'and a clutch actuating yoke 62 corresponding respectively to theelements 63 and B2 of Fig. 1, except that the yoke 62 contacts theclutch element 54' and moves said element to the left to complete thedrive from shaft 48 to the magneto 49; the clutch elements 53 and 54being normally held apart by the spring 6|' just as the correspondingelements 53 and 54 of Fig. l are lield apart by the spring 6|. A thirdcompression spring |63 abuts the housing 6 ai one end, and a collar onrod |51 at the other end. and

'has a function similar to that of the spring |63 of Fig. 1, namely.that ol tending to main-A tain the engine engaging member 40 in thenondriving position indicated. In addition to this function spring |63'acts upon the pin 2|1 of the lost-motion connection 2|| to maintain therod 20| in the neutral position indicated, and in this function itcooperates with the spring 2|5. The Vrod 20|' has a means 2|8 at itsouter end for manual or other operation by direct engagement therewithor through a connection from this element 2|8 to the cockpit of theplane. In operation this rod is first pulled to the right to compressspring 2|5 and close switch 2|4 1o cause energization of the motor 9 andacceleration of the flywheel 46. This movement of the rod to the righthas no effect upon the meshing rod |51 due to the lost-motion connection2||. Likewise it has no effect upon the clutch 53', 54 as the rod slidesfreely within the sleeve 63'. When the iiywheel 46 has acquired thenecessary speed, rod 20| is moved to the left a suicient distance tocause three results substantially simultaneously, the said three resultsbeing the same as previously described in connection with thearrangement shown in Fig. l. In producing these three results, namely,the opening of switch 2|4, engagement of clutch members 53, 54 and alsothe engagement of clutch members 40 and 45, spring 2|5 facilitatesreopening of the switch 2|4, collar 204' actuates sleeve 63 and yoke62', and pin 2|1 engages and actuates meshing rod |51 which in turnactuates member 40 through the connections indicated in Fig. 1 butomitted in Fig. 4. When the engine starts, the operator releases thepressure exerted on the rod 20| and the parts return to the relativepositions indicated heretofore.

What I claim is:

l. In a starter drive having a preset friction clutch controlling theamount of torque transferable to the part to be driven, means forregulating the clutch setting comprising a set of clutch engagingsprings` a threaded element having splined engagement with a part ofsaid clutch,

a thrust element for transmitting the thrust of said springs to theclutch, and a second threaded element coacting with the rst to vary theeffectiveness of said thrust element with respect to said clutch.

2. In a starter drive having a preset friction clutch controlling theamount of torque transferable to the part to be driven, means forregulating the clutch setting comprising a set of clutch engagingsprings. a thrust element for transmitting the thrust of said springs tothe clutch, an internally threaded sleeve rotatable with said clutch andmeans threaded within said sleeve to vary the distance between saidsleeve and thrust element and thereby vary the effectiveness of saidthrust element with respect to said clutch.

- ROMEO M. NARDONE.

